mansfield



(No Model.) 7 Sheets-Sheet l.

A. K. MANSPIELD.

STEAM ENGINE.

No. 548,322. Y Patented Oct. 22, 1895.

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(No Model.) 7 Sheets-Sheet 2.

A. K.. MANSFVIBLD. STEAM vENGINE.

No. 548,322. Patented Oct. 2-2, l1895.

(No Model.) 1 7 Sheets-Sheet 3. A. K. MANSFIELD.

STEAM ENGINE.

Patented Oct FIGA.

WITNESSES:

ANDREW BLRAMAM. PHOTO-UmawASilNGTDN C' 7 Sheets-Sheet 4.

(No'Model.)

A. K. MANSFIELD.

STEAM E NGINE.

No. 548,322.' Patented 001;. 22, 1895.

FIG.S.

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WITNESSES:

(No-Model.) E 7 Sheets-Sheet 5.

' A. K. MANSPIELD.

STEAM ENGINE.

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wl'TNEssEs:

AN DREW BvGRAHAM. YHOTU'UTNQWASIHNGTOKDE.

(No Model.) l '1 sheets-sheet 6. A. K. MANSEIELD. STEAM ENGINE Patented 001;. 22?, 1895.

FIGLIO FIC-LIE.

F'IGJI. 30

WlA PHOTO-UTHO-WASHINGTDN. D.C.

l (No BullodelJ'- f7 Sheets-Sheet?. I

A. K. MANSFIE-LD.

STEAM ENGINE., l

No. 548,322." Patented'ot. z2, 41895.

" y llll FIG. I3.

Uniti-3 STATES PATENT nieren.

ALBERT K. MANSFIELD, OF SALEM, OHIO, ASSIGNOR OF ONE-HALF TO THE BUOKEYE ENGINE COMPANY, OF SAME PLACE.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 548,322, dated October 22, 1895.

Application led November 20, 1894. Serial No. 529,360. (No model.)

To @ZZ whom iv' may concern.-

Be it known that I, ALBERT K. MANSFIELD, of Salem, in the county of Columbiana and State of Ohio, have invented a certain new and useful Improvement in Steam-Engines, of which improvement the following is a specification.

The object of my invention is to provide a steam-engine of such construction as will attain the advantages of simplicity and economy ot first cost and maintenance, reduction of friction in operation, more perfect and effective regulation, and increase lot' etiiciency as a whole.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings, Figure 1 is a side view in elevation ot a steam-engine, illustrating an application of my invention, a portion of the main frame being broken away to show the main crank and connections; Fig. 2, a view in elevation at right angles to Fig. 1; Fig. 3, a vertical section through the main steam-cylinders and engine-frame on the line 0c x of Fig. 5, the main crank and connecting -'rods being shown in elevation; Fig. 4, avertical section through the valves and valvecasings on the line r/ y of Fig. 5, the valve-stems and links being shown inelevation; Fig. 5, a cross-section on the line ,z ,e of Figs. 3 and 4:; Fig. 6, a section of the low-pressure cylinder and valve on the line w w of Fig. 5; Fig; 7, an end elevation of the 'counter-shaft and .its support and of the main shaft-bearing; Fig. 8, an elevation and partial section at right angles to Fig. 7; Fig. 9, a side elevation of the counter-shaft with its gear-wheel in section; Fig. 10, a side elevation of the adjustable cut-oft' shaft; Fig. 11, a section through the intermediate or idle wheel by means of which motion is transmitted from the main kcrank -shaft to the counter-shaft; Fig. 12, a side elevation of the intermediate or idle wheel; Fig. 13, a longitudinal central section through one ot' the main valves on an enlarged scale; Fig. 14, a similar section through one of the cut-oft valves; Figs. 15 and 16, views in elevation at right angles one tothe other of the connections for operating the main and cut-ott' valves, and

Figs. 17 and 18 opposite end views of the yoke shown in Figs. 15 -and 16.

The drawings vshow as a preferred form of my invention a compound engine; but my invention is not necessarily limited to engines of such type. In the instance illustrated the high-pressure cylinder 1 and the low-pressure cylinder 2 are inclined to and located on opposite sides ot' a vertical plane passing through the axis of the main c'rank- 6o shaft 13. While the cylinders are substantially opposite yto one another, their axes do not lie in the same vertical plane, but in two separate parallel planes at right angles to the axis ot' the main crank-shaft, as shown by the 65 lines in Figs. 1 and 5, and the projections of the prolongations of the axes intersect in a point coinciding with the projection of the axis of the main shaft 13. The main shaft 13 is supported in bearings 28 and is pro- 7o vided with a single overhanging crank 12 and crank-pin 11, to which the main steam-pistons 4 and 5 are connected by the piston rods 6 and 7 and the connecting-rods 8 and 9. The olset of the cylinders is such as to permit a straight connection from the main steam-pistonsvto the crank-pin 11, the low-pressure connecting-rod 9 being connected to the pin 11 at its outer part and the high-pressure connecting-rod 8. being connected to the pin 8o between the low-pressure rod and the face of the crank, so that the piston-rod and connecting-rod of the high and low pressure cylinders, respectively, move in closely-adjacent parallel planes. l

By connecting both main pistons toa single overhanging crank the crank-pin and its connections are rendered readily accessible, the construction is simplified and less expensive, as compared with a double crank or center 9o crank, and the dimensions of the parts need not be any greater than would be required in a single engine of the same power.

The cylinders are mounted on a frame oi housing, which is made in two parts 3'and 95 i2-secured together at their upper ends, as shown in Fig. 3, and the guide bars or slides 16 and 17 for the cross-heads let and 15 are secured to the opposite parts of the frame.

A counter-shaft 27 is mounted in bearings roo Masas allel to but offset from the plane passing` through the main shaft and the axis of the low pressure cylinder. Angular displacement of the valve chests and ports relative to the cylinders is thereby avoided, the parallelism of the valve-chests and their cylindersis maintained, and butone of the valvechests is offset from its cylinder, thereby avoiding irregularity in` and enlargement `of? the clearance spaces in both cylinders and preventing lateral strains on the cylinders. The bearing of the counter-shaft4 is by this construction located on one side of a vertical plane passing through the axis of' the main` crank shaft, so that` the overhang of= the brackets 46 and 47 is comparativelysmall.'`

By reason of this construction acompara-` side only of the main shaft, while if the counter-shaft were located vertically over the main shaft a much heavier support would be. required or one thatextended entirely over the main shaft from one side ofthe base plate or frame to the other.

While Iprefer to locate the counter-shaft as shown in the drawings, my invention is not limited to the particularconstruction in` which the counter-shaft is in exact alignment with the main shaft andrthe center line of one`of the cylinders.

The counter-shaft is operated from the main shaft by means of gearing, as shownV in `the drawings. The main shaft 13 is provided with a gear-wheel 29, the teeth of which engage with those of an intermediate or idle wheel 30,'having bearings on the` brackets 46 and 47. The idle-wheel 30 engages with a gear-wheel 3 1, which is mounted on the counter-shaft 27, and has the same diameter and number of teeth as the wheel 29,so that the velocity and direction of rotation of. the wheel 31 and of the counter-shaft 27` are alwaysthe same asthat of thewheel 29and the main. shaft 13. In the case of a double or compound engine, as shown in the drawings, theintermediate gear or idle wheel is essential, because the counter-shaft must then rotatein the same direction as the main shaft; but in case a similar valve-gear is applied to a single engine the intermediate gear or idle wheel maybe dispensed-with and the counter-shaft may be allowed t0-rotate in the opposite direction to the main shaft.

The counter-shaft 27 is provided Awith a crank-pin 26, which is connected with the main valves of both cylinders. A smaller shaft 37 passes through the connter-shaft 27 and through the crank-pin 26 and is provided `gular adjustment of the pin 36.

with a crank-pin 36, which has connections to the cut-od valves of both cylinders.

The point at which the steam is cut off by the cubed valves will depend on the relative positions of the crank-pins 26 and 36, and in order that the point of cut-olf may be varied` the cut-offshaft 37 is so mounted that it may be rotated in its bearings in the counter-shaft 27 and crank-pin 26 to eect the desired an- Any desired means may be employed to rotate the shaft 37; but as an automatic adjustment of the cutotf is preferable one end of the cut-olf shaft is shown as projecting into the casing 38 of a governor, which is mounted on the end of the counter-shaft 27, and which may be connected to the shaft 37, so as to effectithe desired adjustment inaccordance with the speed of the engine.

The axis oflth'e sh`at`t`37 is parallelbut not in line with.` the axis of the crank-pin 26, and the center of adj ustmentofthe crank-pin 36 is therefore eccentric to the center ofthe crank-pin 26. V The effect ofthis construction is to cause a variability in the rapidity ofthe cutoff for differentlengths of cut-off. I have preferred to locate the axisof the shaft 37 outside of the axis of the crankpin 26--that is, at a greater distance from the axis ofthe counter-shaft 27-because with this particular construction the rapidity of cnt-0E increases as the length of cut-off diminishes.

As shown in Figs. 4, 13, and 14, the main distrihution-valves 1S and 19 are hollow piston-valves, withinl which areifitted the tubular open-ended cut-off valves 20 and 21. The main valves are provided with tubular stems 22 and 23, to the lower` ends of` which-the yokes 40 and 41 are clamped `by means of bolts, as shown in Figs. 4,115, and 16. The links or` connecting-rods 24 and 25 are connected at their lower ends to the crank-pin 26 on the counter-shaft 27 and at their upper ends to thewrist-pins42 and 43, respectively, which project from the yokes 40 and 41.

The cut-olfval-ve stems `32 and 33 pass through the tubular stems 22 and 23 of the mainvalvesand their lower ends pass through and are guided `in the bearings on. the lower ends of the yokes 40 and 41, which are clamped on the main valve-stems22 and23. The links or connecting-rods 34 and 35 are connected at their upper ends tothe cut-olT-valve stems 32 and 33 by means of` wrist-pins 44 and 45, which are clamped to the cut-offvalve stems. rihe lower ends of the `links34 and 35 are connected to thecrank-pin 36 on theiend of the adjustable shaft 37. By means ofthese connections themainand cut-off valves are operated from the counter-shaft 27. Theconnections to the pins` 26 and 36 arethus readily accessible. The large and heavy eccentrics, eccentric-straps, and rocker-arms which `are ordinarilyemployed toovercome the offset of the lineof action of the valve-stems are all dispensed with, with the effect of vreducing the friction of the engine and the cost of construction. The advantage of the comparatively light and easily accessible crank-pins 26 and 36 and their connections overv the usual constructions employing eccentrics will be obvious to any one familiar with the construction and operation of steam-engines. In addition to the friction of eccentrics and straps, which is involved in ordinary constructions, these parts are usually located in such positions as to be difficult of access and on account ot their direct attachment to the main shaft are necessarily large and often not in position for direct connection with the valve-stems.

The employment of the counter-shaft 27 permits a simple and direct connection of the regulating apparatus or governor with the valve-gear of the engine, and by locating the governor on the end of the counter-shaft the range of available constructions and forms of governors is less limited than would be the case if the governor were formed or fixed on the body of the large main shaft. When applied tothe projectingend of thecounter-shaft, as shown in the drawings, the governor may be made much smaller than would be otherwise necessary. In this application I do not claim any particular form or construction of governor, as such will form the subject-matter of a separate application, and my present invention is not limited to the application of any specific construction of governor, but is adapted to'be connected with any of the usual forms of governor by which the shaft 37 may be rotated and the cut-off adjusted in accordance with the speed of the engine.

The main distribution-valves 18 and 19 are formed with hollow or tubular cylindrical ends, which are provided with packingrings and iitted to slide in the bushings 50, 5l, 52, and 53,. The cylindrical ends of the main valves are connected together by longitudinal webs or bars 48 and 49, which are preferably formed integral with the ends. The heads or ends 54, 55, 56, and 57, which cover and close the ends ofthe main distribution-valves, areiitted on the ends of the tubular portions of these valves and secured thereto by means of bolts 5S and 59, which pass through the interior spaces of the valves and through the heads and are I provided with nuts and 6l, by means of which the heads may be clamped tightly against the ends of the valves. By this construction the interior diameter of the valves may be made larger than would be possible if the heads were secured in place by bolts screwed into the ends of the valves, and the total length of the valve may be less than would be required if the bolts were 'screwed into lugs or projections on the inside of the ends ot the valves, because such projections would have to be sufficiently far apart to permit the greatest travel of the cut-oft valve.

The cut-oft valves, which are fitted inside of the main distribution -valves, have two tubular or ring-shaped portions provided with suitable packing-rings and having interior webs 62 and 63, integral therewith and connected together by means of bars 64 and 65. At its upper end each of the cut-oft valvesl is provided with a cylindrical rod or stem 66 and 67, respectively, extending upward in line with the common axis of the valves and passing through the head of the main valve, so that the end of the rod is at all times exposed to the pressure acting on the upper side of the upper head of the main valve. The space above the upper head of the main valve of the high-pressure cylinder forms part of the passage through which the exhauststeam from one end of the high-pressure cylinder Hows to the valve-chest of the low-pressure cylinder, and the space above the head of the main Valve of the low-pressure cylinder forms a part of the exhausbpassage of that cylinder, so that when the engine is in operation the upper ends of the stems 66 and 67 are exposed to the pressure of .theexhauststeam, and their cross-sectional yareas are so proportioned that this construction effects a counterbalance of the weight of the cut-oit' valve and, morover, counteracts the effect produced by the end of the cut-off-valve stem being exposed to atmospheric pressure.

To counterbalance the weight of the main valves and the effect produced by the ends of the main valve-stems being exposed to atmospheric pressure, the upper tubular cylindrical portions ofthe main valves are made of greater diameter than the corresponding lower portions, so that the bushings 50 and 5l have a greater internal diameter, respectively, than the bushings 52 and 53.

The high-pressure steam from the supplypipe 68 passes through the throttle-valve 69 and through the passage 70 into the space 7l in the high-pressure valve-chest, and alternately through the upper and lower ports 72 and 73 of the main valve, the ports 74 and 75 in the bushings 52 and 53, and through the passages 76 and 77 to the upper and lower ends of the high-pressure cylinder. The ports 72 and 73 in the main valve are controlled by the cut-oft valve 20, so as to close the ports and cut ott the steam at the desired point in the stroke of the main steam-piston.

The exhaust-steam from the high-pressure cylinder escapes through the passages 76 and 77, and through the ports 74 and 75 in the bushings 50 and 52, and passes around the ends of the main valve into the spaces 78 and 79, and through the passages 8O and 8l and the passage 82 into the valve-chamber 83 of the low-pressure cylinder.

The distribution of steam to the low-pressure cylinder is controlled by the main valve 19 and the cut-oft valve 21 in the same manner that the main valve 1S and the cut-off valve 20 control the distribution of thesteam to the high-pressure cylinder, the admission taking place alternately through the ports 84 and 85 of the main valve, the ports 86 and 87 in the bushings `51 and 53, and through the `passages 88 and 89 to the upper andlowerends of the cylinder.

The steam is exhausted from the low-press-` ure cylinder through the passages 88 and `89,

the ports S6 and 87 in the bushings 511 and` travel of the cut-olf valve relative to the main valve, according to the adjustment of the shaft 37 and pin 36. In order that this variation of the travelof the cut-olf valve shall not cause unequal wear of the inner surface of the main valve, which forms the seat of` the cutoff valve, the ends of 'this innersurface or seat are beveled off or reduced in diameter, as shown in Figs. et and 13, so that the ends of the .cut-oft valve when it is making` its shortest travel will at the ends of its stroke project over this reduced portion-in other words, so that the cut-off valve willalways slide over and in contact with the same length of bearing-surface on the main valve regardless of any variation in the length Vof stroke of the cut-olf valve.

In order to prevent the noise which is caused by the usual forms of gearing and to compensate for wearof the teeth, I construct the intermediate or idle wheel 30 as shown in Figs. 11 and 12. The hub 97is provided with a flange 98, between which and the fiat annular plate 99 two disks 100 and lOl, composed of fiber, are clamped by means ot' bolts 102;

and at tirst the faces of the teeth onone` disk are placed in exact alignment with those on the other disk, so that the two sections of each tooth appear and act like a singletooth. As wear takes place and the spaces between the teeth become enlarged, the disks 100 and 101 may be adjusted so that the teeth onione disk overlap or project beyond those on the other disk, as shown by the dotted linesin Fig. 12. In order to permit of this adjustment of the disks, the bolt-holes 103 in one of the disks may be made somewhat largerthan the bolts, so that when the nuts 1041 are unscrewed and the clamping action of the plate 99 relieved the disks may be turned to the required position and then clamped in place by screwing up the nuts.

I claim as my invention and desire to secure by Letters Patent- 1. The combination, in a steam engine, of a main crank shaft having an overhanging crank on one end,a frame having two upright members resting on a base on opposite sides of the shaft, inclined contiguous portions on the upper ends of the upright members, two cylinders having bearings on the inclined portions of the frame, pistons in the cylin-` ders, connections from the pistons to a crank pin on4 the overhanging crank, a countershaft geared to the main shaft and connections fromthe countershaft to the valves of the cylinders, substantially as set forth.

2. The combination, in a vertical steam engine, of a main shaft, two inclined cylinders located above the main shaft, a valve for one of the cylinders having its axis in substantially the same plane with the axis of the main shaft and the axis of its cylinder, a valve for the other cylinder offset from the plane of the cylinder andmain shaft, and connections from both valves to a countershaft, substantially as set forth.

3. The combination, in a steam engine, of two inclined cylinders, having connections tol a main shaft whose axis is in line with the axis of both cylinders, two valve chests and valves having their axes parallel to the axes of the cylinders, and a countershaft geared to the main shaft for operating the valves and havingits axis in line with the axes of the valve chests and valves, substantially as set forth.

4. TheV combination, in a steam engine, of a steam cylinder provided with a main distribution valve and a cut-off valve, a main shaft to which the piston of` the steam cylinder is connected, a countershaft geared to the main shaft, a crank pin on the countershaft connected to the main distribution valve, a second crank pin on a shaft which passes through the first crank pin and is connected to a governor, and connectionsxfrom the second crank pin to `the cut-0E valve, substantially as set forth.

5. The combination, in asteam engine, of a steam cylinder provided with a main distribution valve and a cut-off valve, a main shaft connected to the piston of the steam cylinder, a countershaft geared to the main shaft, a fixed crank pin on the `countershaft having connections t0 the main distribution valve of the steam cylinder, andan adjustable crank pin `mounted on the fixed crank -pin and having connections to the cut-olf valve of the steam cylinder, substantially as set forth.

6. The combination, in asteam engine, of a steam cylinder provided with a main distribution valve and a cut-olf valve, a main shaft connected to the piston of the steam cylinder, a countershaft geared to the main shaft, a fixed crank pin on the countershaft having connections to the main distribution valve, and a rotativel y adjustable crank pin mounted on the iixed crank pin,with its axis or rotative adjustmenteccentric to the axis of the fixed crank pin, and having connections to the cutoff valve ofthe steam cylinder, substantially as set forth.

7. The combination, in a steam engine, of two inclined cylinders provided with main distribution and cnt-o valves, a main shaft connected to the pistons of the cylinders, a countershaft geared to the main shaft, a main valve crank pin on the countershaft to which the main valves of both cylinders are connected, and a cut-off valve crank pin mounted on the main valve crank pin and having connections to the cut-off valves of both cylinders, substantially as set forth.

8. The combinatiomin a steam engine, of two steam cylinders provided with main distribution and cut-olf valves, a main shaft having connections to the pistons offthe steam cylinders, a, countershaft geared to the main shaft, a main valve crank pin on the countershaft to which the main valves of both cylinders are connected, and a cut-off valve crank pin adjustably mounted on the main valve crank pin and having connections to the cut-off valves of both cylinders, substantially as set forth.

9. The combination, in a steam engine, of

l a main shaft, two steam cylinders located on opposite sides of and inclined to a vertical plane passing through the axis of the main shaft, and a countershaft parallel to and located on one side of the plane of the axis of the main shaft and having connections to the valve gear-of both cylinders and to the main shaft, substantially as set forth.

10. The combination, in a steam engine, of two inclined cylinders, a main shaft, connections from the pistons of both cylinders` to the main shaft, and a countershaft, located in a plane passing through the axis of the main shaft and through the center line of one of the cylinders and having connections to the valves of both engines and tothe main shaft, substantially asset forth.

11. The combination, in a steam engine provided With main distribution and cut-off valves, of a main shaft, a countershaft geared to the main shaft, a main valve crank pin on the countershaft having connections to the main distribution valve or valves, a cut-off valve crank pin mounted on a smaller shaft passing through the main valve crank pin and countershaft and having connections to the cut-0E valve or valves, and a governor connected to the smaller shaft for adjusting the cut-off valve crank pin, substantially as set forth.

12. A piston valve formed of a hollow, cylindrical or tubular portion having circumferential ports near its opposite ends for connecting the interior of thevalve with the interior of the steam cylinder, and heads, closing the ends of the valve, which are secured in place by means of bolts, passing through both heads and insideof the hollow portion, and connecting the heads together, substantially as set forth. l

13. The combination of a main valve having a hollow main body, a cut-off valve fitted inside of the main body, heads fitted on the ends of the main body, and bolts passing through the heads and through the interior of both valves from end to end for securing the heads in place, substantially as set forth.

14. In a steam engine, a vertical or inclined distribution valve controllingthe ports of a single cylinder and having upper and lower hollow cylindrical portions which are closed at their outer ends so as to separate the interior of the valve from the spaces at both ends of the valve chest, and a stem at lthe lower end of the valve which passes through the valve casing and is exposed to atmosphericv pressure, the upper cylindrical portion of the valve being of greater diameter than the lower portion and exposed on its under side to the pressure of live steam, for the purpose of balancing the effects of gravity and atmospheric pressure, substantially as set forth.

15. In a steam engine, a vertical or inclined distribution valve controlling the ports of a single cylinder and having upper and lower hollow, cylindrical portions which are closed at their outer ends so as to separate the interior of the valve from the spaces at both ends of the valve chest, and a stem at the lower end of the valve which passes through the valve casing and is exposed to atmospheric pressure, the upper cylindrical portion of the valve being of greater diameter than the lower portion and exposed on its upper side to the pressure of exhaust steam, and on itsunder side to the pressure of live steam, for the purpose of balancing the effects of gravity and atmospheric pressure, substantially as set forth.

16. The combination, in a steam engine, of a hollow main distribution valve the interior of which is exposed to the pressure of live steam and the outer ends of which are exposed to the pressure of exhaust steam, a cutoff valve fitted inside of the main valve, a stem or projection on one end of the cut-olf valve which passes through one end of the main- Valve into the exhaust steam space, and a stem on the other end of the cut off valve which passes through the other end of the main valve and through the valve chest to the atmosphere, substantially as set forth.

17. The combination, in a steam engine, of a main distribution valve, a cut-off valve, a stern on one end of the cut-off valve the end of which is exposed to atmospheric pressure, and a stern on the other end of the cut-off valve which is exposed to the pressure of exhaust steam, substantially as set forth.

18. The combination, in a steam engine of a vertical or inclined tubular main distribution valve, heads closing the ends of the main valve, a cut-olil valve fitted inside of the main valve, a stem on the lower end of the cut-off valve, the end of which is exposed to atmospheric pressure, and a stem on the upper end of the cut-olf valve which passes through, or into, an opening in the upper head of .themain valve, whereby the effect of gravity and atmospheric pressure is counteracted, substantially as set forth.

19. The combination, in a steam engine, of a main distribution valve having a hollow main body, heads tted yto and closing the ends of the main body, a cut-off valve fitted inside of the main Valve, a stem on one end of the cut-olf valve which passes through one IOO IZO

of the heads of the main valve into the exhaust space of the valvechest, and a stem on the other end of the cut-0E valve which passes through the other head of the main valve and through the valve chest to the atmosphere, substantially as set forth.

20. The combination, in a steam engine, of a main distribution valve, having a hollow stem the end of which is exposed to atmospheric pressure, means for counteracting the effects of gravity and atmospheric pressure on the main valve, and a cut-off valve within the main valve, having at one end a stem which passes through the stern of the main valve and has its end exposed to atmospheric pressure and at the other end a stem which extends through, or into, an opening in the head ot the main valve and has its end exposed to exhaust steam pressure, substantially as set forth.

2l. The combination, in a steam engine,ot`

crank'pin, and a cut-olf valve connectedl tol the cut-o crank and sliding on a Seat on the main valve, the length ofthe seat on the main valve and the length and stroke of the cut-oit valve being so proportioned that the end portions of the working surface of the cut-olf valve extend beyond the ends of the seat at each extremity of the stroke of the cut-off valve, substantially as set forth. r

22. The combination, in a steam engine, of a main distribution valve, a cut-OEE valve seated on the main distribution valve, a hollow stem for the main valve, a yoke on thc hollow stem, and a stem for the cut-olf valve which passes through the hollow stem of the main valve and has a bearing in the yoke `outside of the hollow stem, substantially as `set forth. 23. The combination in a steam engine, of ;a main distribution valve, a cut-oi valve `seated on the main valve, a hollow stem for the main valve, a yoke secured to the hollow 'stem and provided with a wrist pin, a stern for the cut-off valve having a bearing in the yoke outside of the hollow stem, a wrist pin isecured to the cut-01T valve stein, and conlnections from the wrist pins to the valve oplerating devices, substantially as set forth.

ALBERT K. MANS FIELD.

Witnesses:

C. S. BoNsALL, l GEO. A. BARNARD.

i i l i 4 i i i i It is hereby certifiedthat in Letters Patent No. 548,322, granted October 22, 1895,

upon the application of Albert K. Mansfield, of Salem, Ohio, for an improvement in Steam-Engines, an error appears in the printed speeieation requiring correction, viz: In line 123, page 4, the Word or should read of; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the ease in the Patent Oee.

Signed, countersigned, and sealed this 12th day of November, A. D., 189').

[SEAL] JNO. M. REYNOLDS,

Assistant Secretary of the Interior. Countersigned g VS. T. FISHER,

Acting Commissioner of Patents. 

